Motor-vehicle.



B. P. OOWLBS; MOTOR VEHICLE.

APPLICATION FILED. AUG. 8, 1912. 1 1 07 042 Patented Aug. 11, 1914.

5 SHEETS-SHEET 1.

Patented Aug. 11, 1914.

5 SHEBTFSHBET 2.

0 a m w 1 9 a w UH w a n m i m a a 8 9 m 8 7 6 \A m w w a 0 9 e /m 6 0 IZ /PH 4 w m 3 .1 4 9 I w 6 \w E. P. cowLEs.

MOTOR VEHICLE. APPLICATION FILED AUG. 8, I912.

T I m m 3 n L m n m W A m s 6 1| 1 Q a hm P *3 v \m w o 3 1 %Q\Yfi 1 NEhum Q I I 5% 7 Q I u om M w km 5 m N m% w M Q fl n 0 1 r E. I. COWLES.

MOTOR VEHICLE.

APPLICATION FILED AUG. 8, 1912.

1,107,042. V Patented Aug. 11, 19m

5 SHEETS-SHEET 4.

ll z'limqises; [in/2 12f]:

E. P. OOWLES.

MOTOR VEHICLE.

APPLICATION FILED AUG. 8, 1912.

UNITED STATES PATENT OFFICE.

EDWARD P. COWLES, OF SPARTA, MICHIGAN, ASSIGNOR, BY MESNE ASSIGNMENTS,TO

PACKARD MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OFMICHIGAN.

MOTOR-VEHICLE.

Patented Aug. 11, 1914.

Original application filed September 6, 1901, Serial No. 74,497. Dividedand this application filed August 8, 1912. Serial No. 714,097.

To all whom it may concerh:

Be it known that I, EDWARD P. CowLns, a citizen of the United States,residing at Sparta, in the county of Kent and State of Michigan, haveinvented certain new and useful Improvements in Motor-Vehicles, of whichthe following is a specification.

This application is a division of my application Serial No. 74,497,filed September 6, 1901.

My present invention relates to improvementsin motor vehicles andparticularly to the running gear and steering mechanismof.

such vehicles.

One of the objects of the invention is to provide a running gear framethat is rigid rectangularly and flexible in its horizontal plane.

Another object is to provide a motor vehicle frame of maximum strengthand elasticity and of minimum weight, the various members of which canbe assembled without brazing and can be conveniently separated and takenapart.

Another object is to provide improved means for mounting a motor on therunning gear frame adapted to meet the varied conditions of road work.

With these and other objects in view, the invention consists in theconstruction and arrangement ofparts described inthe followingspecification, reference being had to the accompanying drawings, inwhich,

F igure 1 is a plan view, partly broken away, of a motor vehicle inwhich the power is applied to the rear wheels only; Fig. 2 is a view ofthe front end of said vehicle, partly broken away; Fig. 3 is a rear endview of the vehicle illustrated in Figs. 1 and 2; Fig. 4 is a sideelevation of the same, parts being shown in section, and a part brokenaway; Fig; 5 is a plan View of a. vehicle in which the power is appliedto the front and rear wheels, and in which all four of the wheels areused for steering; Fig. 6 is a side elevation of the vehicle shown inFig. 5, and Fig. 7 is a vertical section through a portion of the rearaxle. v

The running gear frame includes a rear .axle comprising tubular portions81, and a central yoke 82. Through the tubes 81 extend the drivingshafts 88. The front axle is a single straight tube 10. The axles areconnected by two reach bars 84, Fig. 1, the

connections between these bars and the axles be ng made by long bearingT-shaped coupllngs 85 in which the reach bars and axles are free to'turn. Preferably-I arrange the member of each ofthe T couplings throughwhich the reach bars pass above the memher through which the axle passesas shown. That/part 86 (section Fig. 7) of the reach bars. which passesthrough the coupling 85 is reduced somewhat leaving a shoulder 87 whichbears against the end of the coupling. On the end of the reach bar is anut and washer 88 which bears against the opposite end of the coupling.This prevents longitudinal movement ofthe couplings on the reach bars.The cross bars 89, .that prevent the yokes 82 from turning under thereac tion of the driving gear90 are also connected to the reach bars 84by freely turning, long bearing T-shaped couplings 91. It will be seenthat while the running gear frame is free to twist in its horizontalplane, any change rectangularly is resisted by at least six longbearings which makes the running gear frame in this respect practicallyrigid. It is obvious that the strain from resisting rectangular changeis greatest at the shoulders 87. To give greater strength at thesepoints the main body of the reach bars 84 is cut off so that their endsform said shoulders 87 and a separate tennon 86 of a diameter justsufiicient to fit in the bore of tube 84,

but of much heavier section, is inserted for ,a considerabledistanceinto reach bar 84 f (Fig. 3) and brazed to it. Thisheavier sectionextends into the coupling 85. The part 5 of-this reinforcing piece 86that enters reach tube 84 is reamed out as at 9'2, to become graduallythinner so as to distribute the istra-in and vibration all along reachbar 84, Eand prevent crystallization and eventual lbreakage. The reachbar 84 could be Estre'ngthened by upsetting its end to make fitgraduallyheavier toward the shoulder 87}, aiid'the tennon 86 reduced by drawingit idown.

! Yoke 82 of the rear axle is composed of two parts bolted together,-forming semilhubs in which the tubular portions 81 of [said axleareinserted and securely clamped. iThese tubes bear the weight and,strain of the vehicle and it is ohv'ious thatthe strain Eis greatest atthe point where the tubes enite'r the yoke ubs'and if means were notused to strengthen them here all the strain and vibration wouldconcentrate at this .point and the metal would soon crystallize andeventually break. To guard against this I reinforcetube 81 by slipping atube or sleeve 95, the inside diameter of which is large enough to fitclosely the outside of the axle tube 81, over the inner end of thelatter. This sleeve, besides reinforcing tube 81, serves anotherimportant purpose in that it is extended through the axle member of theT-shaped coupling 85, which bears on the axle 81 just outside of theyoke hub and extends about half way down axle S1, serving as a seat orbearing for the coupling 85, and to protect the axle from the wearofsame. Notwithstanding the motion between the couplings 85 and the axlesor reach bars is very slight, they keep up a constant chafing thereon,and would eventually wear and weaken them. The tubes 95 project about aninch beyond the out end of the couplings and this end is madetaperingand threaded and has a slit 97 on each side. A nut 98 clamps said end ofthe tube 95 firmly on axle 81. This nut also serves asa shoulder toretain the coupling 85 in place.

The front axle 10, Fig. 2,'is built up and reinforced in substantiallythe same way, except that the tube 10 is a single tube. The casing 36 ofthe steering mechanism serves 'asa heavy reinforcement for the center ofthe front axle, the semi-hubs 100, 100 at each end thereof firmlyclamping the tube 10 with short tube 95. The reinforcement 95 isextended the same distance along the axle asis the case with the rearaxle previously described and firmly thereto.

It will be observed that the tubular axles are held between the outsidesplit-hubs and the inner reinforcing tubes much the same as in a vise,the outside hubs answering for one jaw of the vise and the insidereinforcing rings or tubes for the other. It will be seen that thisfeature of a combined clam and thread .joint with reinforcements, 1s

,steel and hardened. '1

used throughout the construction, and takes the place of the usualbrazed joints. They are fully as strong and secure, and have theadvantage of being easily and conveniently assembled and taken apart.The metal is not injured by overheating. They are much more elastic. Itwill be observed that the axles are built up somewhat like a plate(sipring, and the principle is much the same,

istributing the strain and vibration evenly over every part, making themvery strong and elastic. Absolute rigidity in a structure subject toconstant jar and concussion is objectionable, and this system givessufiicient elasticity to permits of the various arts being made of isrunning gear is rigid in its horizontal plane.

nut 98 clamps the endabsorb the vibration and also.

specially designed for my driving gear shown in Patent No. 654,716,dated July 31,. 1900. This driving gear consists of a driven disk 101mounted at the middle of a countershaft 105 which is supported inhearings on the rear axle yoke 82, and has at its outer ends pinions 100which intermesh with spur gears 107, secured to the inner ends of thedriving shafts 83. The disk 10% is driven by reduction change speedgearing 90 operated by universally jointed driving shafts 90 whichtransmit the power from the motor 144 mounted on the body frame. At itsmiddle the shaft 105 is connected by differential gearing, to the disk104-. B making the face of gears 107, and pinion 106 slightly conicaland cutting the teeth slightly skewing, I am able to make the drivingaxle arching so as to make the revolving plane of the driving wheelsstand out radial with the curved section of the road bed.

As hereinbefore stated, the running gear frame which is flexible in itshorizontal plane is kept constantly twisting by reason of passing overan uneven road bed. 011 the contrary the body frame is, or should be, Asthe two are connected by springs, the body frame is constantly subjectedto great twisting strains, which act to speedily destroy a jointedstructure. The best disposition of material'to resist this strain is atube of large diameter and light section, practically one piece freefrom sharp bends. I attain this end by making the body frame of twoU-shaped pieces of tubing 112, Figs. 1 and 4, with their straight endsjoined together as at 113, forming a frame preferably with semi-circularends and straight sides. The ends can, however, be elliptical or of anymoderate curve or combination of curves. The sides can also be curvedvertically to any fancied design.

Preferably thesprings 127 connecting the vehicle body with the runninggear frame, are of the plain elliptical type, there being two on eachaxle, of about the same tension, and placed the same distance apart, sothat the sway of the body caused by the vertical play of either axle asa wheel runs over an obstruction or drops into a rut, will be half asmuch as that the relative twist of the two axles.

Preferably I attach the springs to the T- shaped couplings 85 directlyover the reach bars 84. To relieve the springs from strains caused bythe turning effect of the couplings 85 as one corner of the running gearframe is raised I preferably connect the spring seat-128 to the couplingby a pivot joint 129, the hub 130, of which is extended laterally togive. a long bearin on the pivot which arrangement he ds the springrigid laterally but allows axle, or a mean between I it to rock slightlylongitudinally. The upper bows of springs are attached to tubular bodyframe 112 by bearings 131, secured to said frame by clips 132. Bearings131 are extended along tube 112 suflicient-ly to give a curved seatwhich prevents them from turning on tube 112. One important advantagegained by making the body frame of the form described, withsemi-circular ends is that the springs 127 can be placed relatively neartogether. As the difference between the flexure of the running gearframe and the rigid body,frame has to be accommodated by the springs127,'it is obvious that the strain on the springs and also on the bodyis much less when the springs are,

and make it stable in such cases, I place a rock shaft 133, Fig. 5,across the body frame with bearings 134 which are secured by clips tosaid frame. From each end of this shaft extend shorthorizontal arms 135and pivotally connected to the outer ends of these arms are two links136, Fig. 3, which extend down and are pivoted to each of the reach barsof the running gear frame b clips 137. It is obvious that While the bodyis perfectly free to play up and down its plane is held rigidly parallelwith a line passing through the two pivots'137 on the reach bars and asthe pivots-137 are placed as near midway between the two axles as 10possible, a is obvious that the pl'ane'of the body frame will alwaystake the mean be-' tween the two horizontal planes passing through thefront and rear axle at whatever angle they may make with respect to eachother, or when any wheel runs over an obvstruct-ion or drops into adepression, the bodywill tilt one-half as much'as the axle supported bythat wheel.

lVhen the vehicle is moving at a very high speed imperfections in theroad bed would produce concussions that if the arms 135 were rigidlyfastened to shaft 133 would endanger breaking or bending of parts, orgive unpleasant jolts to occupants. To remedy this I mount the arms 135loosely 011 shaft 133 and provide stops 138 that prevent said arms fromturning down but allow them to turn up to a limited extent. Coiledsprings 139 fitted aroundthe shaft each having one end attached to a hubof an arm 135 and the other end to a collar 140 force the arms 135 downagainst stops 138. For all ordinary conditions the rocker arms 135 actthe same as though attached rigidly to the shaft 133, but with anunusual jolt they yield and relieve parts of undue strain. The collar140 is loose'on shaft 133 and has ratchet teeth out in the face oppositespring 139, which engage with corresponding teeth out in the face of acollar 141 which is firmly fixed on shaft 133. By turning collar 140 anydegree of tension desired can be given to the springs 139.

. Then the motor is attached directly to the body framein the usualmanner as shown in Figs. 1, 2 and 3, which illustrate a type ofmotorvehicle in which only the rear wheels are driven and which plan isfollowed in constructing the lightest and smallest forms of suchvehicles, the rocker shaft 133 passes through and has bearings in a tube142, which is a fixed part of the motor frame 143. In this case besidesthe function above described the rocker shaft 133 serves anotherimportant purpose. The requirements of" the driving gear, for which mypresent improvements are specially adapted as hereinbefore mentioned,necessitates a longitudinally disposed'motor shaft. This causes thetorque reaction, which is very considerable and intermittent inexplosive motors, to. act laterally on the body, which would cause anobjectionable tilting of same. By fixing the rocker shaft 133 in themotor frame as shown, the torque reaction is transmitted direct to therunning gear and wheel base, and the body entirely'relieved of itseffects.

In Figs. 5 and 6 is illustrated a modification of my invention in whichthe motor is mounted on the running gear frame instead of the bodyframe. Extending laterally and horizontally from the sides of the motor144, near its center of gravity are brackets 145, their outer ends beingbolted firmly to, preferably, half elliptical, spring 146. The ends ofthese springs are connected by links 147 to short posts 148, secured byclips to the reach bars 84. These springs are placed as near as possiblemidway between the axles, for reasons that have been hereinbeforeexplained. The elasticity of the springs accommodates the verticaltwisting of the reach bars, and asin this position it partakes of buthalf the vertical play of the axles, the

half springs cause the motor to ride as smoothly as if mounted in thebody. In this embodiment of my invention I employ, besides the rockshaft 133 before described, an additional rock shaft 149 which extendsthrough a tube 142 secured to the motor and acting to transmit torquereaction to the running gear and wheel base. This rock shaft 149 mayhave arms 135 rigidly attached to it.

Referring again to my Patent No. 654,716, July 31, 1900, it will be seenthat-the motor therein described is completely self contained and isflexibly and extensibly connected to the driving gear. Therefore themotor shaft can be deflected considerably from its normal positionwithout interfering with the transmission of power from the motor to thedriving gear, or impairing the eflicient working, and consequently themo- 'tor is free to play up and down with the springs or oscillate inany direction, the elasticity of the-spring allowing it, to a limitedextent, to rock laterally or horizontally and the links 147 allowing itto vibrate longitudinally and in the case of a chain drive, accommodatea distance piece to regulate tension of chain and twist horizontally.This manner of mounting aself-contained motor flexibly has one otherimportant advantage. The heavy balance wheel necessary on all explosivemotors revolving at a high rate of speed-from 600 to 1000 revolutionsper minute-acts as a powerful gyroscope that resists with great forceany sudden change in its plane of revolution, and the motor ofthevehicle over an uneven road bed has a tendency to constantly change theplane of revolution of this wheel resulting in subjecting the motor andvehicle frame to great strains. This strain is most direct and severe onthe motor shaft and bearings, and has a very destructive efiect. "With aself-contained motor mounted flexibly, as hereinbefore described, thegyrostatic action of the balance wheel is accommodated. For instance, ifeither set of wheels were to drop into a depression or run over anobstruction changing the plane of the running gear, the gyrostaticpriciple would cause the balance wheel to oscillate with respect to therunnin gear and as the flexible mounting hereinbe ore describedaccommodates this oscillation, all of the parts are relieved fromstrain. Practically the balance wheelcontrols and steadies the motor andgives it stability.

The motor frame can be extended to carry the accessories, such as oiltank, water tank, steam generator, storage battery, etc., according tothe kind of motoremployed. Preferably I would place these accessories inthe body frame and connect them to the motor by flexible conduits. Thatfor water, steam, compressed air, etc. could be common hose. -Thatfor-oil could be jointed pipe of a formwell known to persons skilled inthe art.

It will be observed that by my principle of constructionlight-tubularbuilt up axles connected by tubular reach bars combined with tubularbody frame as shown and describedcan be extended and modified to meetthe requirements of any kind of motor vehicle trafiic, as for instanceto light runabouts, delivery wagons, etc., or to passenger coaches,onmibuses, heavy drays, etc., the division and distribution of thetractive force and lessening of dead weight making soft or pneumatictires practicable for all purposes. It will also be' observed ofreducing the weight to the lowest pos-' sible limit, much the same as inmodern bicycle construction. Preferably I would make all parts of carbonsteel hardened to a spring or saw temper, except in some cases wherealuminum could be usedto better advantage, the manner of constructionadmitting of this being done.

Having thus described my invention what I claim and desire to secure byLetters-Patent is;

1. In a motor vehicle, the combination of a running gear, a body frame,springs arranged between said running gear and body frame, a rock shaftmounted in bearings on and extending transversely of the body frame,arms loosely mounted on said shaft, links connecting said arms with therunning gear, and means for limiting the movement of said arms about therock shaft in one direction.

2. In a motor vehicle, the combination of a running gear, a body frame,springs arranged between said frame and running gear, a rock shaftmounted on said body frame, and links connecting the running gear witharms on said rock shaft, said arms being connected to said shaft tonormally move therewith but adapted to move independently of saidshaftwhen subjected to unusual strain.

3. In a motor vehicle, the combination of a running gear, a body frame,springs arranged between said frame and running gear, a rock shaftmounted on the body frame, arms loosely mounted on said shaft, stops forlimiting the movement of said arms on the rock shaft in one direction,springs for holding the arms against said stops, and links connectingsaid arms and the running gear.

4. In a motor vehicle, the combination of a running gear, a body frame,springs arranged between said frame and running gear, a rock shaftmounted on the body frame, arms loosely mounted on said shaft, stops forlimiting the movement of said arms in one direction, springs fornormally holding said arms against the stops, connections between saidarms and the running gear, and means for adjusting the tension of thesprings.

5. In a motor vehicle, the combination of a runnin gear, a body frame,springs supporting t e body frame, a rock shaft mounted on the bodyframe, arms loosely mounted on said shaft, stops for limiting themovement of said arms on the shaft in one direction, collars looselymounted on the shaft, springs connected to said collars and said armsfor normally holding the arms against said stops, and means for lockingthe collars to the shaftin any adjusted position, whereby the tension ofthe springs can be varied.

6. In a'motor vehicle, the combination of a running gear, a body frame,springs supporting the body frame, a motor mounted on the body frame, arock shaft mounted in bearings connected with the motor frame or casing,and links connecting arms on said shaft with the running gear, wherebystrains on the motor will be transmitted directly to the running gear.

7. In a motor vehicle, the combination of running gear, a body frame,springs supporting the body frame, a motor mountedon the body frame, arock shaft extending at right angles to the motor shaft and mounted inbearings connected with the ,motor, and links connecting arms onsaid/shaft with the running gear, whereby the body frame is relieved ofthe effect of the torque of the motor and is maintained parallel withthe axles.

8. In a motor vehicle, the combination with a tubular rear axle havingdriving axle sections'therein, of a spring supported body frame, a motormounted upon and wholly supported by the body frame, a driving shaftextending from the motor to the rear axle, gearing between said drivingshaft and said axle sections for driving the latter whereby torquereaction on the axlcis created, means connected to the axle forabsorbing'said torque reaction, and'connections from said means to thebody frame.

9. In a motor vehicle, the combinationwith a'front axle and a tubularrear axle having driving axle sections therein, of a spring supportedbody frame, a motor mounted on the body frame, a driving shaft extendingfrom the motor to the rear axle, gearing between said driving shaft andsaid axle sections for driving the latter, whereby torque reaction ontherear axle is created, means independent of the body supportingsprings and connected to the rear axle for absorbing said torquereaction, and connections from said means'to the body frame intermediatesaid axles.

10. In a motor vehicle, the combination with a tubular rear axle havingdriving axle sections therein, of a bodyframe,'a motor mounted on thebody frame, a driving" shaft extending from theymotor to the rear axle,gearing between said driving shaft and said axle sections for drivingthe latter whereby torque reaction on the axle is created, meansconnected to the axle for ab sorbing said torque reaction,

from said means to the body frame, and springs supporting the body framefrom the axle and having plvoted connectlons permitting rocking of thesprings independently of said means.

11. In a motor vehicle, the combination with a tubular rearaxle havingdriving 12. In a motor vehicle, the combination,

with a front axle and steering wheels thereon, the rear axle havingdriving axle sections therein and driving wheels connected to saidsections and supporting the axle, and a body frame supported on springson said axles, of a moto-rmounted upon and wholly supported by-said bodyframe with its axis arranged longitudinally thereof and midway betweenthe sides of the frame, a driving shaft extending from the motor to therear-axle, a differential or balance gear on the rear axle connected tosaid driving axle' sections, gearing between said driving shaft and saiddifferential gear whereby torque reaction is created on the rear axle,means connected to the rear axle for absorbing said torque reaction, andconnections from said means to the body frame intermediate said axles.

13; In amotor vehicle, the combination of axles, a body frame, springsbetween the axles and frame, a motor supported wholly upon the bodyframe, driving connections from the motor to the rear axle, rodsextending forwardly from said rear axle andv adapted to take the torquereaction thereof, and link connections from said rods to said body frameintermediate said axles.

14: In a motor vehicle, the combination with a tubular rear axle havingdriving axle sections therein, of a spring supported body frame, a motormounted u on and wholly supported by the body name, a

driving shaft extending from the motor to the rear axle, gearing betweensaid driving shaft and said axle sections fordriving the latter wherebytorque reaction on the axle is created, means connected to and extendingforwardly from the axle for absorbing said torque reaction, andconnections from said means to thebody frame adjacent the center of thevehicle. 1

15. In amotor vehicle, the combination connections l-with a front axleand steering wheels thereon, the rear axle having driving axle sectionstherein and drivin wheels supporting the axle and eonnecte to saidsections, and a .body frame-supported on springs on said axles, of amotor mounted upon and wholly supported by said body frame with its axisarranged longitudinally thereof, a universally jointed driving shaft fortransmitting power from the motor to the rear axle, a

differential or balance gear on the rear axle connected to said drivingaxle sections, gearing between said driving shaft and said differentialgear, means connected to and exa body frame supported on springs on saidaxles, of a motor mounted upon and wholly supported by said bod framewith its axis arranged longitudinal y thereof, a driving shaft fortransmitting power from the motor to the rear axle, a differential orbalance gear on the rear axle connected to said drivingaxle sections,reduction change speed driving gearing between said driving shaft andsaid springs on said axles, of a motor mounted upon and wholly supportedby said body frame with its axis arranged longitudinally thereof,driving means for flexibly and extensibly connecting said motor to saiddriving gearing, means connected to and extending forwardly from therear axle for absorbing the torque reaction, and connections from saidmeans to the body frame intermediate said axles. I

In testimony whereof I afiix my signature in presence of two witnesses.

EDWARD P. COWLES. Witnesses: I

BERT Bns'r,

IVAN L. SMITH.

copies oithis patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

, Washington, D. 0.

